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<p>
    At a time when poor AQI dominates prime-time headlines, introducing a drop-top convertible might seem hopelessly out of touch. But Mini India doesn’t care one bit, which is why the Cooper S Convertible has returned to our roads. If we’re all destined to go out choking, you might as well do it in style, right? Honestly speaking – no matter how tone-deaf it sounds – I’m completely on board with that philosophy!</p>

<h2>Mini Cooper S Convertible Design </h2>

<p>The Mini Cooper is one of the most recognisable shapes in the automotive world, and it also happens to be the most revered nameplate in Mini’s global lineup. The convertible version doesn’t dilute that identity one bit. In fact, it amplifies it. It has the same familiar ingredients, the same unmistakable design DNA, and plenty of X-factor. I’d even go so far as to say it’s cooler than the regular three-door Cooper – simply because it’s a soft-top.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-2-1765454118422.webp" alt="MINI Cooper S 2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The fabric roof can fold and retract in just 18 seconds, making it impressively convenient. You can also open it partially, using it like a large sunroof, which is perfect if you want a bit of fresh air without fully committing to open-top motoring.</p><h2>Mini Cooper S Convertible Engine and Performance</h2><p>Powering the Cooper S Convertible is BMW’s familiar 2.0-litre, four-cylinder turbocharged petrol engine. It produces 201bhp and 300Nm of torque, which may not sound like much, but for a pint-sized drop-top, those are solid numbers.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-9-1765454126076.webp" alt="MINI Cooper S 9.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> Mini claims it can do the 0-100km/h sprint in just 6.9 seconds – not quick-quick but quite brisk. The drive goes to the front-wheels via a 7-speed dual-clutch transmission, and top speed is electronically limited to 240km/h.</p>







<p>I drove the car in and around Jaisalmer, where you get a mix of long straights, some bumpy sections, moderate city traffic, and some lovely winding roads. Surprisingly, it felt right at home. The engine is super refined, with the transmission complementing it with smooth and swift shifts.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_Steering-Console-And-Instrumentation-1768289082202.webp" alt="Mini Cooper S Convertible_Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There’s a noticeable bit of torque steer during full-bore acceleration runs, but nothing hairy, really. It adds a bit of theatre to the driving experience. The exhaust is muted – a bit of a downer – though sportier profiles (modes), especially Go-Kart, add piped-in engine noise through the speakers.</p><h2>Mini Cooper S Convertible Suspension Comfort and Handling</h2><p>Interestingly, it not only felt plenty fast but also absorbed road imperfections quite adeptly. Sure, it doesn’t have a magic-carpet ride, but it’s not a spine-crusher either. However, at slow speeds around town, the suspension shows its ’sporty’ side. It’s firm, and combined with the short wheelbase, the car doesn’t feel particularly surefooted when you encounter undulations.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-1-1765454112176.webp" alt="MINI Cooper S 1.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>Handling is sharp and predictable, and it turns in like a go-kart, indeed. However, the steering wheel is as lively as a dead fish – it feels numb and offers little to no feedback. Adding to that sense of detachment is the absence of paddle shifters, which is disappointing in a performance-oriented car like this.</p>





<h2>Mini Cooper S Convertible Interior, Space and Features</h2>

<p>The cabin features the signature Mini design elements, including the knitted dashboard and the chunky Mini steering wheel. The large circular infotainment system is a highlight – it’s crisp, high-definition, and works seamlessly. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_-instrument-cluster-1768289065091.webp" alt="Mini Cooper S Convertible_ instrument-cluster.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>At the back, there are seats for two additional passengers, making it technically a four-seater. Headroom is not a problem at the back, obviously, but legroom is almost non-existent, rendering the rear seats largely unusable for adults.</p>

<h2>Mini Cooper S Convertible Review Verdict</h2>

<p>Mini is positioning the Cooper S Convertible as a lifestyle product infused with classic Mini DNA, and in that respect, it ticks almost all the right boxes. It delivers performance, carries an undeniable cool factor, wears an iconic badge, and promises open-top fun in a compact package.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_Rear-Three-Quarter-1768289089130.webp" alt="Mini Cooper S Convertible_Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Plus, at Rs 58.50 lakh (ex-showroom), it has become the most affordable convertible in the country. For someone who wants a fun-to-drive car with a premium badge and oodles of X-factor, there is very little to fault with the Cooper S Convertible…except, perhaps, the not-so-convertible-friendly AQI.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Mini Cooper S Convertible </strong>"]</p>

<p><strong>Engine:</strong> 1,998cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DCT FWD</p>

<p><strong>Power:</strong> 201bhp</p>

<p><strong>Torque:</strong> 300Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong>&nbsp;Rs 58.50 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Iconic badge, go-kart handling, open-top fun, and it’s also the most affordable convertible in the country now. </em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Styling, X-factor, surprisingly practical &amp; fun</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Not an outright driver’s car; feels a bit detached</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

In an era of worsening air quality, launching a drop-top seems odd. Yet Mini India has reintroduced the Cooper S Convertible. We drove it to find out more.

<p>While the Chetak EV had a rough start, it has grown from strength to strength in the last six years, propelling Bajaj to the second spot in electric two-wheeler sales. The Chetak models are fairly no-nonsense scooters that don’t really chase spec-sheet numbers. Now, there is a new model in town, the Chetak C2501 or the C25, carrying forward the same philosophy but with a more affordable price tag. But maybe this time, Bajaj might have gone too far with their philosophy of not bothering about the numbers on the sheet.</p><h2>Bajaj Chetak C25 Design: Familiar Styling with Subtle Changes</h2><p>First of all, I need to mention that what I like best about the C25 is the way it looks. Bajaj has made minimal changes to the overall design, but the compact footprint with slightly different contours does work in favour of this scooter. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_02-1769149122889.webp" alt="Chetak_02.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Compared to existing models, the C25 scooter features LED turn indicators integrated into the headlamp housing rather than on the front apron. Although I am not a big fan of this detail. You get 12-inch wheels at both ends, and the alloy design is different, which looks good. The side panel features a graphic element near the tail that looks like a last-minute addition.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_05-1769149153941.webp" alt="Chetak_05.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Perhaps if the graphics extended across the side, it would have looked better. Finally, at the back is a new taillamp unit with integrated turn indicators, and here the design actually looks nice. Bajaj has still kept the metal body intact, along with no visible screws.</p><p>The instrument cluster on the C25 is a colour unit, but it is not a fancy TFT like the ones you see on competing scooters. While it is functional, I did find it a little hard to read some of the data under direct sunlight. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_04-1769149189583.webp" alt="Chetak_04.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The switches on the handlebar, however, have improved. They are well-designed, placed within reach, and have a good feel.</p><h2>Bajaj Chetak C25 Space, Comfort and Everyday Usability</h2><p>The C25 has a shorter wheelbase compared to the existing models, 1,225mm to be precise. This has resulted in a substantial reduction in the underseat storage area. You get 25 litres of space, which is good enough to accommodate some full-sized helmets. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_08-1769149230426.webp" alt="Chetak_08.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Because the cavity is deep, you can keep a small bag here too. Additionally, there are two pockets in the front apron for storing smaller items and a baggage hook as well. There is no USB charger, which I feel is a big miss.</p><p>The seat cushion is long enough to accommodate two people with an average build. The cushion is a bit too soft, so longer hours on the saddle might not be too comfortable. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_03-1769149254417.webp" alt="Chetak_03.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Seat height is a very accessible 763mm, and the 170mm ground clearance is adequate for everyday use. Surprisingly, despite the compact proportions, I had plenty of space in the floorboard to keep my feet in a neutral position.</p><h2>Bajaj Chetak C25 Battery Range, Motor Output and Ride Modes</h2><p>For the C25, Bajaj has opted to use a 3bhp, hub-mounted motor with a peak torque of 114Nm at the wheel.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_07-1769149291167.webp" alt="Chetak_07.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The top speed is capped at 55km/h, which isn't much. Once again, there is a Chetak in the market with a lower top speed than the rest. Leaving the top speed figure aside, the scooter’s acceleration is also nothing to write home about. If you purchase the Tech Pack, you get two ride modes - Eco and Sport. The acceleration in Eco mode is too mild for use on roads. The Sport mode does make the scooter feel more alive in comparison.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_10-1769149339609.webp" alt="Chetak_10.jpg" style="width: 100%; height: auto;">
      </div>
    <p>This scooter moves with almost no urgency and is meant for very casual, laid-back rides. Thankfully, the scooter had no trouble with the inclines I encountered in Pune, whether in Sport or Eco mode.</p><p>The 2.5kWh battery powering the C25 has a range of 113km (IDC), but Bajaj told us that the real-world figure should be closer to 95km. While I did not have enough time to test that claim, I do feel the range is not stellar, given the limited speed and the decently sized battery pack.</p><h2>Bajaj Chetak C25 Suspension, Comfort and Braking</h2><p>The C25's overall ride quality is rather poor. This is mostly due to the new suspension setup that consists of conventional telescopic forks at the front and twin springs at the rear.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_06-1769149366893.webp" alt="Chetak_06.jpg" style="width: 100%; height: auto;">
      </div>
    <p>While the scooter rides well over smooth tarmac and can absorb minor road imperfections, on harsher city roads, it can be rather unforgiving. A short 30-minute ride through the city of Pune was enough to make me feel like my insides had been rearranged. The front forks can bottom out on most bumps, and there is very little absorption. It is rather surprising to see such poor suspension calibration, given that the existing Chetak scooters are known for their cushioned ride.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_12-1769149391641.webp" alt="Chetak_12.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The braking setup includes a disc brake at the front and a drum brake at the rear. While braking was fairly progressive and had good bite when you used the full travel of the brake levers, I found braking performance was inconsistent across the units. Having ridden a few different units of the scooter, I observed a slightly different experience in each one. So, when the calibration is on point, the scooter brakes well, but it might feel lacking.</p><h2>Bajaj Chetak C25 Price and Review Verdict</h2><p>The C25 is the most affordable Chetak scooter, and it takes that position by making substantial compromises in the ride experience. Yes, it has a certain visual appeal and great build quality. But when you look at the kind of specs competing products provide at similar price points, you can’t help but think that Bajaj missed the mark with this one.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_09-1769149420818.webp" alt="Chetak_09.jpg" style="width: 100%; height: auto;">
      </div>
    <p>If it had been priced Rs 10,000-15,000 lower, the compromises would not have been such a big problem. Perhaps Bajaj realised this too and, as a result, has offered the first 10,000 customers a discount of Rs 4,299, bringing the cost down to Rs 87,100 (ex-showroom). While this figure is less than what I would have liked to see, it is a step in the right direction nonetheless.</p><p>[tabs]</p>

<p>[tab title="<strong>Bajaj Chetak C25</strong>"]</p>

<p><strong>Battery:</strong> 2.5kWh</p>

<p><strong>Power:</strong> 3bhp </p>

<p><strong>Torque:</strong> 114Nm</p>

<p><strong>Range:</strong> 113km IDC range</p>

<p><strong>Fuel:</strong> Electric</p>

<p><strong>Price:</strong>&nbsp;Rs 87,100&nbsp;ex-showroom </p>

<p><strong>X-Factor:&nbsp;</strong><em>An&nbsp;affordable metal-bodied electric scooter.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Solid build quality, low seat height</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Poor ride quality, compromised feature list</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Bajaj Chetak C25 First Ride Review: Losing the Numbers Game?

The new Bajaj Chetak C25 follows a back-to-basics philosophy, but in today’s numbers-obsessed EV scooter market, could that cost it dearly?

<p>
    Back in 2019, Kia made its Indian debut with the Seltos – a disruptor designed to take on the segment-defining Hyundai Creta. It succeeded remarkably, clocking over 5.8 lakh units in just over six years. However, the goalposts have moved. The C-segment SUV market has exploded in volume, and the competition has intensified further with the arrival of the Tata Sierra and the impending launch of the Renault Duster. In response, Kia has skipped the facelift route and gone straight for a bold, second-generation overhaul. We headed to Bangalore to see if this new iteration can shift the status quo once again.</p>

<h2>New Kia Seltos Platform and Design: Bigger, Stronger, More Muscular</h2>

<p>The most significant change lies beneath the skin. This isn’t a mere evolution; it carries over almost nothing from its predecessor. Built on the brand’s global K3 platform, the Seltos has grown by 95mm, stretching to nearly 4,460mm in length. This growth spurt, coupled with a wheelbase extended by 80mm to 2,690mm, gives it a significantly more commanding presence on the tarmac.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_-Front-Three-Quarter-1768298159185.webp" alt="Kia Seltos_ Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Crucially, the K3 platform brings a stiffer structural frame. According to Kia, the new architecture delivers vastly improved torsional rigidity. This isn’t just a marketing buzzword in this instance; it’s a fundamental shift that improves crash protection - with six airbags now standard across all trims - and provides a more stable foundation for the improved suspension. This structural integrity allows for better weight distribution and lower NVH (Noise, Vibration, and Harshness) levels, which was a point of criticism in the previous generation.</p>







<p>Visually, the styling is unapologetically muscular, adopting the Opposites United philosophy seen on all the latest Kias. The massive Digital Tiger Face grille dominates the fascia, flanked by DRLs pushed to the outer edges to emphasise width. The new Star Map LED lighting signature at both ends creates a high-tech look. The 18-inch crystal-cut alloys fill the arches perfectly, lending it an athletic stance. Gone are the soft curves of the previous car, replaced by flat surfaces and sharp, aggressive lines. At the rear is a full-width LED light bar that is instantly recognisable at night.</p>





<h2>Kia Seltos Interior Review: Tech-Loaded, Premium and More Spacious</h2>

<p>Step inside, and the leap in quality is startling. The cabin follows the new design language debuted in the Syros, centred around the Trinity Panoramic Display. This single curved housing integrates twin 12.3-inch screens for the instrument cluster and infotainment, but adds a third, dedicated 5-inch HVAC touch panel in between. It strikes a rare balance between futuristic tech and ergonomic common sense.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_View-Of-Steering-Console-And-Instrumentation-1768298116658.webp" alt="Kia Seltos_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Thankfully, Kia hasn’t fallen into the trap of all-touch controls. Physical shortcut buttons are present for essential menus, a refreshing choice in an era where even headlight controls are increasingly buried in sub-menus. The materials used are top-tier; from the soft-touch dashboard finish to the tactile feedback of the knurled switchgear, the Seltos feels more premium than anything else in its class. In fact, the fit and finish now rival SUVs from a segment above.</p><p>Space, too, has seen a marked improvement. That 80mm increase in wheelbase translates directly into segment-leading rear legroom.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_Rear_Seat_Space-1769071207738.webp" alt="Kia_Seltos_First_Drive_autoX_Rear_Seat_Space.jpg" style="width: 100%; height: auto;">
      </div>
    The rear seats have been redesigned with improved under-thigh support and a reclining function. Kia’s ‘human-centric’ approach is evident in the smaller details – USB Type-C ports are cleverly housed in the side bolsters of the front seats for easy access by rear passengers, and the rear windows now feature integrated sunblinds for added comfort.</p>







<p>A particularly neat trick on the top-spec trims is the proximity key sensor. As you approach the vehicle with the key in your pocket, the flush-fitting door handles automatically pop out - a feature usually reserved for luxury EVs.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_Seat-Switches-1768298147774.webp" alt="Kia Seltos_Seat-Switches.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Inside, the driver is treated to a Relaxation Mode power seat that retracts automatically for easier entry and exit, further elevating the premium experience.</p>

<h2>Kia Seltos 1.5 Turbo Petrol First Drive: Refinement, Ride and Handling</h2>

<p>While the platform and skin are brand-new, Kia has opted for an ‘old wine in a new bottle’ approach regarding the powertrains. The familiar 1.5-litre naturally-aspirated petrol, 1.5-litre turbo-diesel, and the punchy 1.5-litre turbo-petrol remain on offer. However, they have been refined to meet the latest emission standards while offering better efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_side-profile-dynamic-1768298105948.webp" alt="Kia Seltos_side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    <p>We spent our time with the 1.5-litre turbo-petrol (158bhp/253Nm) paired with the 7-speed DCT. The gearbox is a tad slow at takeoff – to protect itself from excessive stress – but works well otherwise. Once on the move, it is seamless and lightning-fast. The NVH levels are excellent; the cabin is a hushed environment, well-isolated from Bangalore’s chaotic traffic.</p>







<p>Crucially, Kia has listened to feedback regarding the previous generation’s firm ride. The suspension has been softened just enough to improve low-speed compliance without sacrificing high-speed stability. It remains an engaging SUV to drive, but it’s now a far more comfortable family cruiser. It handles undulating roads with a level of maturity that was missing before, and the steering feels more connected, offering more confidence when pushing through corners.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_ADAS_Radar-1769071239604.webp" alt="Kia_Seltos_First_Drive_autoX_ADAS_Radar.jpg" style="width: 100%; height: auto;">
      </div>
    Safety has been overhauled with a full suite of Level-2 ADAS comprising 21 autonomous functions. During our drive, the Lane Keep Assist and Forward Collision Avoidance felt well-calibrated for Indian road conditions - less intrusive but ready to intervene when needed. The inclusion of Rear Cross-Traffic Collision-Avoidance and Blind-Spot Monitoring makes navigating dense urban traffic significantly less stressful.</p>







<h2>2026 Kia Seltos Verdict: Can It Reclaim the C-SUV Benchmark?</h2>

<p>While the current lineup is robust, there is a missing piece in the puzzle – electrification. For those looking to reduce their running costs, a hybrid version of the Seltos is confirmed for the Indian market. While Kia has not committed to a specific date, it is expected to launch in late 2026 or early 2027 as a direct rival to the Maruti Suzuki Victoris and Toyota Urban Cruiser Hyryder hybrids. This move will be critical in a market where fuel prices and emission norms are becoming increasingly challenging.</p>

<p>In the meantime, the Seltos faces its toughest challenge yet. The newly launched Tata Sierra offers a more rugged, outdoor appeal, while the Hyundai Creta remains the volume king. However, Kia has played a masterstroke with the pricing. Starting at Rs 10.99 lakh and going up to Rs 19.99 lakh, it covers a massive price bracket. The 10-variant structure ensures there is a Seltos for everyone.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/W61cGqAynSg" title="2026 Kia Seltos First Drive Review | Better Than the Tata Sierra? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>





<p>[tabs]</p>

<p>[tab title="<strong>Kia Seltos</strong>"]</p>

<p><strong>Engine:</strong> 1,482cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DCT FWD</p>

<p><strong>Power:</strong> 158bhp</p>

<p><strong>Torque:</strong> 253Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong>&nbsp;Rs 19.99 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The new Seltos looks great and feels comfortable with great pricing!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design and quality are fantastic, pricing is value for money</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • No change to powertrain options from the previous generation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Kia Seltos First Drive Review - Reinventing Success

We drive the all-new Kia Seltos to see if its ground-up overhaul is enough to reclaim benchmark status in a segment that’s fiercer than ever.

Mega ADAS Test 2026: Safari vs Victoris vs Innova Hycross vs XEV 9S vs Creta N Line vs Carens Clavis EV

India’s top six carmakers go head-to-head in the third edition of our Mega ADAS Test, revealing which driver-assistance systems truly work on our roads.

<p>
When a brand name carries the weight of nostalgia, the challenge isn’t simply to revive it; it is to redefine it, re-arm it with purpose and modernise its packaging. With the all-new Sierra, Tata Motors didn’t just bring back an icon from the 1990s; it catapulted it into the modern SUV arena with a bold design language, cutting-edge tech, and a package that aims squarely at segment heavyweights like the Hyundai Creta, Maruti Suzuki Victoris, Kia Seltos and the newly-launched Mahindra XUV 7XO.</p>

      
    
      
    
<h2>Tata Sierra Exterior Design &amp; Road Presence</h2>

<p>There’s a distinct pull the moment you first lay eyes on the new Sierra. Its boxy silhouette makes for a bold stance, giving it presence in a segment where most rivals look homogenised. The design pays homage of sorts to the original, with hints of the classic upright stance and signature rear Alpine windows. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_-Motion2-1768309091444.webp" alt="Tata Sierra_ Motion2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The front fascia is futuristic, ultra-slim LED headlights sit above a bold grille, while the lightsaber LED DRLs and connected rear LED bar lend a distinctive lighting signature. The new 19-inch alloy wheels and roof rails add a rugged flavour. It’s among the tallest, widest and longest in its class, translating into a commanding road presence and generous interior space.</p>

<h2>Tata Sierra Interior, Space &amp; Comfort</h2>

<p>Stepping inside the Sierra signals a departure from the regular Tata interiors. There’s a sense of occasion, with premium materials and thoughtful execution. The highlight is undoubtedly the triple-screen setup on higher trims, a 12.3-inch central touchscreen flanked by a 10.25-inch digital cluster and a 12.3-inch passenger display. The screens offer a crisp, intuitive interface, and Tata has added features like wireless Android Auto/Apple CarPlay. Tata also lets you connect the passenger screen separately via wireless headphones, independent of the central infotainment screen.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_View-Of-Steering-Console-And-Instrumentation-1768309065858.webp" alt="Tata Sierra_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The steering wheel is borrowed from Tata’s other new-age cars and feels right at home in the Sierra as well, complete with an illuminated centre logo. Although I am still not a big fan of gloss-black finishes on the steering, which are tough to maintain and prone to scratches. The seats are spacious and supportive, with manually extendable under-thigh support up front and a reclining rear bench that comfortably accommodates three adults. The passenger sitting on the rear-left side also benefits from ‘Boss Mode’, which allows them to move the front seat with ease. The light-coloured dual-tone upholstery will be a pain to keep clean over the years. Thoughtful touches like rear window blinds, dedicated AC vents, and multiple USB chargers reinforce the Sierra’s family-centric design. With 450 litres of luggage space, and up to 1,250 litres with the rear seats folded, luggage capacity is generous and practical.</p>

      
    
      
    


<h2>Tata Sierra Features, Technology &amp; Safety</h2>

<p>Tata has clearly thrown in a laundry list of features in the Sierra. The top-spec variant ticks off a long checklist that includes a panoramic sunroof, a 360-degree camera, wireless phone charging, a 12-speaker JBL system with Dolby Atmos that delivers a great aural experience, and Level 2 ADAS tech. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Sunroof-top-1768309108874.webp" alt="Tata Sierra_Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>While official crash test ratings are awaited, Tata says the Sierra is engineered with future safety norms in mind, which means it is gunning for a 5-star BNCAP rating.</p>

      
    
      
    
<h2>Tata Sierra Engine Options &amp; Performance Review</h2>

<p>The Sierra’s engine lineup includes a new 1.5-litre Hyperion turbo-petrol engine along with a 1.5-litre naturally aspirated unit and a 1.5-litre diesel. I drove the turbo-petrol variant along with the diesel, and between the two, it is an easy choice. It is, of course, the Hyperion turbo-petrol that offers good refinement, strong acceleration, and decent tractability. The lag is nearly non-existent, and the 6-speed Aisin automatic gearbox does a decent job of holding on to the gears as you tap on the throttle for an overtake.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Motion-1768309037678.webp" alt="Tata Sierra_Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Coming to the diesel, it feels significantly more lethargic than the turbo-petrol and is noisier, too. Surprisingly, the diesel engine lacks that typical mid-range dollop of grunt that you would want from, well, a diesel engine. Acceleration is slower, too, and you feel near-constant vibrations from the engine at all times. It will likely be the more frugal option, but if performance is what you seek, then the turbo-petrol is what you should consider.</p>

      
    
      
    
<h2>Tata Sierra Ride Quality, Handling &amp; Off-Road Ability</h2>

<p>The Sierra’s chassis strikes a supple balance. Tata’s engineers have dialled in a suspension setup that soaks up broken urban roads with composure yet doesn’t feel floaty on open stretches. Frequency-dependent dampers help tame body movement and reinforce confidence on twisty roads.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_-Rear-Three-Quarter-1768309079720.webp" alt="Tata Sierra_ Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>While steering feedback isn’t razor-sharp, it’s predictable and feels reassuring at speed. A ground clearance of 205mm keeps scrubs at bay on rougher terrain, and the Sierra even tackled light off-road sections with confidence.</p>

<h2>Tata Sierra Price, Variants &amp; Value Proposition</h2>

<p>The Sierra’s pricing strategy is premium rather than being disruptive. The prices start at Rs 11.49 lakh and go up to Rs 21.29 lakh. The diesel variants start at Rs 12.99 lakh, and the turbo-petrol variants are priced from Rs 17.99 lakh, which I think could have been more aggressive. Also, there’s no DCT with the turbo-petrol; it is only available on the 1.5-litre naturally-aspirated engine option, which is a miss.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_infotainment-screen-1768309045651.webp" alt="Tata Sierra_infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There are a few nitpicks, though. The road and tyre noise are intrusive at times, the diesel engine isn’t the quietest, and some rivals feel sharper when it comes to driving dynamics. But the Sierra’s many strengths, coupled with its emotional appeal, make it a good choice in the mid-size SUV space. With prices of the 2026 Kia Seltos and the new Mahindra XUV 7XO announced, the Sierra has its work cut out. The fact that the prices of the Hyundai Creta undercuts the Sierra's only makes its job that much tougher.</p>

      
    
      
    


<h2>Tata Sierra Review Verdict</h2>

<p>The 2026 Sierra is much more than just a reboot. It blends old-school Sierra appeal with thoughtful modernity. From its bold design to tech-rich cabin and refined turbo-petrol performance, the Sierra offers something that feels both familiar and excitingly new. If the build quality and long-term reliability pass the test of time, the Sierra nameplate could very well have a new legend to its story.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Motion3-1768309116805.webp" alt="Tata Sierra_Motion3.jpg" style="width: 100%; height: auto;">
      </div>
    </p>





<p>[tabs]</p>

<p>[tab title="<strong>Tata Sierra Hyperion Petrol</strong>"]</p>

<p><strong>Engine:</strong> 1,498cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed  AT FWD</p>

<p><strong>Power:</strong> 158bhp</p>

<p><strong>Torque:</strong> 255Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹20.99 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Possibly the best-looking SUV in its segment. Plus, gets loads of features.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Styling, turbo petrol performance, features</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• NVH could be better, pricey</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Tata Sierra Kryojet Diesel</strong>"]</p>

<p><strong>Engine:</strong> 1,497cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed  AT FWD</p>

<p><strong>Power:</strong> 116bhp</p>

<p><strong>Torque:</strong> 260Nm</p>

<p><strong>Fuel:</strong> Diesel</p>

<p><strong>Price:</strong> ₹21.29 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Possibly the best-looking SUV in its segment. Plus, gets loads of features.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Styling, turbo petrol performance, features</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• NVH could be better, pricey</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Tata Sierra First Drive Review - History Hits Refresh

The return of the Tata Sierra nameplate is now old news. The question to ask is: will it pose a problem for its rivals, old and new? We believe it will. 

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